Internal-combustion engine.



I. LANDGRAF.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IIIAY I2, I915.

Patented Oct. 24, I915.

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WITNESSES:

ATTORNEY I-. LANDGRAF.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY I2, 1915.

Patented 0st. 24, 1916..

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1. LANDGRAF.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY12.I915.

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CLIFF MANUR, NEW YORK.

INTERN-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Hot. 24L, THTH.

application filed ma 13, new. Serial No. 27,524.

To all whom it may concern:

Be it known that I, Jurros LANnenAr, a citizen of the United States, and a resident of Briarcliff Manor, in the county of Westchester and State of New York, have invented a new and Improved Internal-Combustion Engine, of which the following is a full, clear, and exact description.

The invention relates to motors of the multi-cylinder type, and its object is to rovide a new and improved internal com ustion engine arranged to reduce vibration to a minimum especially when running the engine ,at a high rate of speed, thus rendering the engine exceedingly serviceable for use on automobiles and other power-driven conveyances.

In order to produce the desired result, use is made of a crank shaft having crank arms each provided with vtwo wrist pins, one slightly inadvance of the other, airs of convergin cylinders disposed radia ly relatively to t e axis of the crank shaft, pistons reciprocating in the said cylinders, and pitmen connecting the pistons of a pair of cylinders with the wrist pins of a corresponding crank arm. Use is also made of pairs of admission and exhaust valves for each pair of cylinders, the valves of a pair of cylinders having their stems in alinement and extending toward each other, the outer ends of the stems having heads adapted to be engaged alternately by a cam on a cam shaft driven from the crank shaft, and springs connecting the pairs of valves with each other.

A practical embodiment of the invention is represented in the accompanying drawings forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a cross section of the internal combustion engine on the line 1-1 of Fig. 2;

Fig. 2 is a longitudinal central section of the' same on the line 2-2 of Fig. 1; Fig. 3 is an enlarged sectional side elevation of the valve mechanism for a pair of cylinders, the section being on the line 33 of Fig. 4; Fig. i

I is a plan view of the same with part in section;.Fig. 5 is a perspective view of a portion of the -crank shaft provided with one of the crank arms having two wrist pins, one in advance of the other; and Fig. 6 is a diagrammatic plan view of the valve mechanism for a pair of cylinders.

On the crank case A of. the internal combustion engine are mounted pairs of cylinders B and C, of which the cylinders of each pair converge and have their axes disposed radially relatively to the axis of the crank shaft D extending through the crank case A. In the cylinders B and C are mounted to reciprocate pistons E, E connected bypitmen F, F with wrist pins D, D on the crank arm D forming part of the crank shaft 1D. The wrist pins D and D for the pitmen F, F of each pair of cylinders are set one slightly in advance of the other, as plainly indicated in Figs. 1, 2 and 5, so that the pistons E and E reciprocate correspondingly in their cylinders B and C, as will be readily understood by reference to Fig. 1. The intakes G, G for each pair of cylinders 18 and C are controlled by admission valves H, H, and the exhausts I and I for the pairs of cylinders 18 and C are controlled by exhaust valves J and J.

The valve stems H H of the admission valves H, H extend toward each other and are mounted to slide in suitable bearings K, K arranged on the chests L and L attached to or forming parts of the upper ends of the pair of cylinders B and C. The valve stems J and J of the exhaust valves J and J are similarly mounted and extend toward each other. The outer ends of the stems H H are attached to heads N, N and the stems J J 3 are attached to heads N N The heads N and N are connected with each other by springs O, and similar springs 0 connect the heads N and N with each other. In the heads N and N are mounted balls P and P in engagement withthe peripheral face of a cam Q mounted on a cam shaft R journaled in suitable bearings S arranged on brackets T connecting the chests L and L with each other. The heads N N are provided with balls P P in engagement with the peripheral face of a cam Q, secured on the cam shaft RI The cams Q and Q, extendin opposite directions, as plainly shown in Fig. 6, so that when the valves H and J open the valves H and J are closed, and

when the valves H and J are open the that when the latter makes two revolutions it imparts one revolution to the cam shaft R by the sprocket wheel and chain connection above described. The upper ends of the cylinders B and C are provided with the usual ignition devices V and V for igniting the explosive charges at the proper time. i

The operation is as follows: When the engine is running the several valves, H, H, J, J are opened and closed at the proper time by the action of cams Q, and Q, on pawls P, P, I, P of' the corresponding heads N, N, N N it being understood that the pawls are heldin contact with the peripheral faces of the cams Q and Q, by the action of the springs 0. It will be noticed that when the engine is running the crank shaft D turns in the direction of the arrow a see Fig. l and when the crank shaft is in the position shown in the said figure then the admission valve H is openduring the suction stroke of the piston E while the valve H is closed with the piston E on the power stroke, the piston E however, traveling ahead of the piston E owing to the wrist pin D being ahead of the wrist pin D. During the time the piston E is on the suction stroke, the valve J is closed and the valve J begins to open on the next return stroke of the piston E to cause the products. of combustion to escape from the cylinder 0. During the next return stroke of the piston E- the valve H is closed to allow compression of the charge in the cylinder B, on the next following inward or power stroke the charge is ignited by the ignition device V, and on the following return stroke the valve J is opened to allow escape of the products of combustion from the cylinder B.

From the foregoingit will be seen that by the arrangement described, the pistons E and E are at different times at the power stroke, and as the several crank arm-s D for the several pairs of cylinders B, C are arranged at angles one relatively to the other, as plainly shown in Fig. 2, it is evident that the explosions are timed to follow in quick succession to reduce the vibrations to a minimum especially when running the engine at a high rate of speed.

Having thus described my invention, I

claim as new and desire to secure by Letters Patent:

1. An internal combustion engine, comprising a crank shaft having a crank arm provided with wrist pins one ahead of the other, a pair of converging cylinders having pistons connected with the said crank shaft horizontally disposed, admission and exhaust valves for the said cylinders and having their stems extending toward each other, and a cam shaft driven from the said crank shaft and extending between the cylinders of a pair of cylinders, and cams on the said cam shaft, one for opening the admission valve of one cylinder while the admission valve of the other cylinder is closed, and one cam for opening the exhaust valve of the other cylinder while the exhaust valve of the first cylinder is closed.

2. In an internal combustion engine, the combination ofa crank case, pairs of converging cyhnders mounted on the said crank case and provided at their outer ends with horizontally disposed valve chests projecting toward each other, a bracket connecting the chests of a pair of cylinders with each other, a crank shaft journaled in the crank case,'pistons reciprocating in the said cylinders, pitmen connecting the said pistons with the crank shaft, admission and exhaust valves in each chest, a cam shaft journaled in the said brackets and controlling the said valves, and means for driving the said cam shaft from the said crank shaft.

3. An internal combustion engine, comprising a pair of cylinders each having an admission and an exhaust valve, the stems of the valves of the two cylinders extending toward each other, a head on the outer end of each valve stem, springs connecting oppositely disposed heads with each other, and a cam shaft intermediate the opposite valve stem heads and provided with cams, one for controlling the admission valves and the other the exhaust valves.

4. An internal combustion engine, comprising a pair of cylinders each having an admission and an exhaust valve, the stems of the valves of the two cylinders extending toward each other, a head on the outer end of each valve stem, springs connecting oppositely disposed heads with each other, balls in the said heads, and a cam shaft having cams engaged by the said balls.

5. An internal combustion engine, comprising a pair of cylinders each having an admission and an exhaust valve, the stems of the valves-of the two cylinders extending toward each'other, a head on the outer LBQWHAHL end of each valve stem, springs connecting In testimony whereof I have signed my oppositely disposed heads With each other, name to this specification in the presence of means for guiding the said heads, and a two subscribing Witnesses.

calm shaft intermediate the opposite valve JULIUS LANDGRAF. stemheads and provided With cams, one \Vitnesses:

for controlling the admission valves and the HENRY H. LAW,

other the exhaust valves. J OHN A SCHAFMEISTER.

maples; of this: patent may he obtained for five cents each, by addressing the Eomloner m1 Entema,

Washington, D. 0. 

